SUZUKI SFV650 GLADIUS SPECIFICATIONS

ENGINE
Engine type: Four-stroke, 90-degree V-twin, DOHC
Bore x stroke: 81 x 62.6mm
Displacement: 645cc
Compression ratio: 11.5:1
Transmission: Six-speed
Power (claimed): 74hp
Torque (claimed): 49ft-lbs
Fuel capacity: 14.5 litres

CHASSIS
Frame type: Tubular steel
Front suspension: 41mm forks, preload adjustable
Rear suspension: Link type, single shock absorber, preload adjustable
Wheels (front/rear): 17 x 3.50 / 17 x 6.50
Tyres (front/rear): Dunlop Sportmax Qualifier 120/70 ZR17 / 160/60 ZR17
Brakes (front/rear): Tokico, twin 290mm discs, four-piston calipers / Nissin, 240mm single disc and piston caliper
Wheelbase: 1445mm
Seat height: 785mm

DIMENSIONS
Weight (claimed): 202kg

PURCHASE DETAILS
Price: $10,490 + orc
Warranty: 24 month, unlimited km
Colour options: Metallic Blue and White / Pearl Black
Test bike: Suzuki Australia
www.suzukimotorcycles.com.au

Have you just finished going through the motions as an L-plater and then a P-plater, now looking to decide what bike to step up to now that you’ve got your full licence? If so, take a serious look at the Suzuki SFV650 Gladius.

When it comes to mid-sized naked bikes, the Gladius is a very solid option for those riders who are looking to make the move from a LAMS-approved bike up to a full power machine without getting too sporty, or fast.

Not only that, but on certain occasions you’d be hard pressed to outrun the Gladius on a full blown sportsbike unless you’re riding at high speed, simply because the 645cc V-twin powerplant is well matched by its chassis and makes life very easy for even the most inexperienced of riders.

The SFV650 engine is essentially an updated version of that found in the hugely popular SV650 model, featuring the Suzuki Dual Throttle Valve (SDVT) fuel injection and also adopting multi-point injectors that are used on the GSX-R600 and 750 supersports.

Suzuki Composite Electrochemical Materials (SCEM) cylinder coating and automatic Idle Speed Control (ISC) are also fitted on the model, showing off its race-bred technology in a bid to increase performance while keeping maintenance and emissions to a minimum.

There are two spark plugs per cylinder for the first time in a Suzuki, which is designed to improve combustion, while it also has staggered length intake funnels within the airbox, staggered length exhaust pipes, and higher-lift camshaft lobes compared to the SV.

A modified balance crankshaft is used, while single valve springs replace the double-spring set-up used on the SV, and in all that you have a very capable engine with good torque to raise a smile on your dial.

Chassis-wise it’s a tubular steel frame and has 41mm forks up front with 125mm of travel (five less than the SV), while a single monoshock is bolted in the rear with 130mm of travel (seven less than the SV).

Both are only adjustable in the preload department, but compared to the SV, the forks on the Gladius have modified valves, seals and bushes for a more compliant ride despite less travel.

There’s more than enough braking power on tap with twin 290mm discs up front that have a smaller master cylinder than the SV and 3mm smaller diameter Tokico twin-piston calipers. The rear brakes are powered by a single-piston Nissin caliper, with the rear disc 240mm in size (20mm smaller than the SV).

The Gladius feels lighter than it is, with nimble handling

The Gladius has a light feel and relaxed seating position that makes commuting as comfortable as it’s ever going to get, with its upright stance and high handlebars enabling plenty of leverage to give great amounts of control at all times.

While the handlebars are particularly high in comparison to the seat (there’s an optional 20mm higher seat available), they set you up for a very relaxed riding position that hints toward sportiness while the ’bars have a rolled back bend to them that exudes tourer.

Rear view is quite good too with minimal vibration coming from the bike, allowing you to see clearly out of the high mirrors without much worry at all. They’re not the best I’ve seen, but they do the job nicely.

Handling is agile without being unstable, and the soft seat fitted on the bike actually creates a mushy feel to the entire ride as you sit deep in its two-tone covered cushion.

What I’m not a great fan of cosmetically with the bike is the bulky rear sets that house both the main and pillion foot rests, although comfort-wise they are in a relatively good position that fits well with the seat and handlebar position to offer ample room on the bike.

Apart from the rear sets, the Gladius looks the goods. It’s minimalistic in its guise, with a decent mix of both sharp and flowing lines that accentuates the bike’s sporty abilities despite lacking the outright size of its big brothers in the Suzuki sport touring range.

The exhaust system is reminiscent of those fitted on the GSX-R range, being low-slung and working well with the rest of the bike’s styling. The front light also suits the rest of the bike, signifying its modern stance and adding to its sport appeal.

There’s no doubt that Suzuki has made a very capable commuter for those looking at a bike to ride in city traffic to and from work, but seriously, we don’t own motorcycles only for riding to work and back at walking speed.

While I agree that the Gladius is ideal for city slicking through the tin-top congestion, the main attraction for me with this bike is its ability to transform into a very capable weekend sportsbike of sorts.

It looks modern and sporty, proving the goods in both traffic and the open roads

The engine’s exhaust note is quieter than I imagined before firing it up, but the smoothness of the claimed 74 horsepower makes it very easy to hop on for a quick spin.

Assisting the broad spread of 49ft-lbs of torque are oval-shaped throttle pulleys, although the power doesn’t really need any assistance in the way it’s delivered since it’s a smooth engine in itself.

Not only is the power smooth, but there is a reasonable amount available at each twist of the throttle, accelerating the bike up through its six-speed gearbox that shifts accurately and precise just like I’ve come to expect when riding Suzukis.

While the analogue tachometer on the clean-look dash indicates the redline from 10,000rpm to its maximum of 12,000rpm, I find the best range to rev the bike at is from around 4,000-7,000rpm.

The bike works efficiently throughout the power range, but it’s in that section of the rpm where the SFV650 engine truly works in its sweet spot without a hint of lag or over rev in sight.

It’s important to mention that this model is also available in a LAMS version, but this is not it. The LAMS version is restricted and retains the same price tag, but it is said that the restriction leans more toward the top of the powerband.

A gear indicator on the dash is a nice touch that stems directly from more expensive models in Suzuki’s line-up, while it also features an informative and easy-to-use digital LCD screen with a speedometer, clock, pair of trip-metres, fuel trip-metre, and the usual squadron of warning lights.

As noted above, the bike works very effectively as a commuter, but it’s still a solid performer when out on more open roads, too. The engine is definitely the standout in the package, but the chassis does do a formidable job at speed right up until the point where you begin to push hard.

When I say push hard I don’t mean knee on the deck MotoGP style, I mean when you’re on a set of bends that you know well and you brake those few metres later, apply the throttle that few metres earlier, and carry more rolling speed in between.

Apart from those circumstances, which aren’t very often on the public roads, the Gladius certainly has what it takes to punch above its weight in a very cooperative manner.

The engine is the standout of the package, with a smooth powerband that's very usable

The front suspension dives a touch under brakes but remains smooth into corners, while the rear shock absorber offers a ride that soaks up the rough roads (with thanks to the seat) and also allows you to power off of turns in a hurry.

Speaking of the brakes, you hardly ever have to grab them with too much force, because they really are somewhat of an overkill considering the power on hand and the chassis’ abilities. In saying that, what sport-orientated bike doesn’t have massively powerful stoppers these days?

An indication that the SFV650 isn’t designed only for commuting is the fact that it comes with Dunlop Sportmax Qualifier tyres, which are good enough for sportsbike riding on the track and do a fantastic job of connecting the Gladius to the tarmac.

The Qualifier tyres allow you to hold high lean angles on the flowing turns, and the bike’s claimed weight of 202 kilograms doesn’t feel anywhere near that heavy at any time in the ride as it steers well, changes direction good, and pulls up quickly (those brakes again).

It’s human nature to want the biggest and baddest bike possible when shopping for a new steed, but don’t be shocked if you test ride a Gladius and instantly feel more at home than many other bikes on the market.

With a very affordable price of $10,490 plus on-road costs, the Suzuki SFV650 might just be the right bike for you when looking to purchase a new bike with good power and great components.

Suzuki should sell massive amounts of these in time to come as it’s a brilliant soon-to-be replacement (in 2010) for the exceptional naked SV, because it’s a perfect mix of quality machinery and brilliant functionality.

Look at it as a middle step before you blast your way onto a big-bore sportsbike or similar.